US1067657A - Engine-cranking device. - Google Patents

Description

0.1. ISAAGSON. 12mm: onmxma DEVICE.

LYPLIOATIOI HLED JUL! 29, 1012.

1,067,657. PatentedJuly 15, 1913.

2 BHESTHEEET 1.

0. T. ISAAUSON.

ENGINE GRANKING 'DEVIGE.

APPLIOATION FILED JUL'Y 29,1912.

2 SHEETS-SHEET 2.

oeacsv.

OLIVER ISAACSON. OF CHAMPAIGN. ILLINOIS.

ENGINE-CRANKING DEVICE.

Specification of Letters Patent.

Patented July 15, 1913.

Application filed July29, 1912. Serial No. 711,981.

To all whom it may concern Be it known that I, OLIVER T. IsAAc'soN, a citizen of the United States, residing at Champaign, in the county of Champaign and State of Illinois, have invented certain new and useful Improvements in Engine- Cranking Devices, of which the following is a specification. p

The present invention relates broadly to a device for cranking an internal combustion engine and has particular reference to such adevice designed to be mounted upon an automobile and including a motor which is driven during the operation of the engine to store up power, which is subsequently used to crank the engine when the same is at rest.

An important object of the invcntionis to provide a device of the above mentioned character, which is controlled in its operation by a manually operated lever on pedal, such device operating automatically to crank the engine and subsequently having a limited operative connection with the englue when it is running, so that said device is driven for storing power for again crank ing the engine.

A further object of the invention is to provide a device of the above mentioned character, including a spring motor which is connected with the engine when running, to be wound up, and automatically discon} uccted when the spring is placed under the desired tension.

Other objectsand advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout the same, Figure 1 is a plan view of the device as applied to the engine of an automobile, Fig. 2 is a front end view of the same, Fig. 3 is a perspective view of a transverse rock-shaft and associated elements, Fig. 4- is a side view of the entire device, Fig. 5 is a horizontal sectional view through the same, the engine being omitted, Fig. 6 is a transverse section view taken on line 6- 6 of Fig. 4, Fig. 7 is a similar view taken on line 77 of Fig. 5,

and, Fig. 8 is a detail view of a pawl, parts being in section.

In the drawings wherein,

for the purpose of illustration,

I have shown a preferred embodiment of my invention, the numeral 1 designates the longitudinal beams of the frame-work of an automobile.

The numeral 2, designates an internal combustion engine of any well known or preferred type, which is suitably supported by this frame-work. The engine 2 comprises explosion cylinders 3, crank-shaft 4 and fly-wheel 5. It is thought that no further detail description of the engine is necessary.

Rigidly connected with'the rear portion of the crank shaft 4 is a bevel gear 6, engaging a bevel gear 7, which is rigidly con nected with a transverse shaft 8. This transverse shaft is provided with a small bevel gear 9, rigidly connected therewith, which engages a large bevel gear 10, as shown. The bevel gear 10 is rigidly connected and preferably formed integral with a'sleeve 11, which is mounted to rotate upon a longitudinally extendingrotatable shaft 12 but cannot partake of perceptible longitudinal movement with relation to the same. It is to be understood that any suitable form of driving connecting means may be interposedbetweenthe shaft 4 and the sleeve'll. The longitudinal shaft 12 is journaled through fixed bearings 13. Rigidly connected and preferably formed integral with the sleeve 11 is a conical clutch element 1i, adapted to be engaged and disengaged. by a coacting conical clutch element 15, which is rigidly connected and preferably formed integral with a sleeve 16. It is'thus seen that the clutch elements 14 and 15 form a clutch mechanism which, when connected, serves to rotate the shaft 12 and sleeve 16. Instead of employing this form of clutch mechanism including the conical clutch elements 14 and 15. any other suitable form of clutch mechanism may be used. The sleeve 16 cannot rotate upon the longitudinal shaft 12 but may have restricted longitudinal movement upon the same, by virtue of the fact that the same is provided with a longitudinal groove'17, to receive a longitudinal spline 18, rigidly connected with, the shaft 12. Rigidly connected and preferably formed integral with the sleeve 16 is a preferably cylindrical housing or casing 19, having one 20 7 included in the said clutch mechanism. This disk 29 is provided with an annular shoul-' end thereof formed open and the opposite end closed by a head 20, provided with an annular groove 21, for receiving a ring 22, which carries diametrically arranged trun nions 23, as shown.

The forward end of the crank shaft 4 has adisk 24 rigidly connected and preferably formed integral with the same. This disk is included in 'the clutch mechanism which turns the crank-shaft 4 for starting the en'- gine. The disk 24 is provided'n'ear its pe riphery with a laterally extending annular .portion 25, provided with inclined-openings or pockets 26 for receiving balls 27. The pockets 26 are provided upon corresponding sides and near their inner ends with recesses 28 within which the balls 27 are adapted to fit when the disk 24 is rotating in one direction only. The numeral 29 designates an inner disk coi'iperating with the disk 24 and ble drum 33 including a disk 34 provided.

w i thfan'annular flange 35, to which the disk ;29"is rigidly connected by means of bolts or the like. When the disk 29 is rotated in'the direction asindicated by the arrow in'Fig.

7, to crank the engine, it is obvious that the balls 27 will then look the same with the coacting disk 24, whereby the prank-shaft 4 will be turned. Vh'en the disk 24 is rotating in the direction as indicated by thearrow in Fig. '7, during the operation of the engine, it is obvious that the same will not turn the cosacting. disk 29.

The drum 33 is normally preventedfrom rotating in the direction for cranking the engine by a brake band 37, having one end thereof pivotally connected with a lever 38, as shown at 39. The lever 38 is rigidly connected with a lever 40, the-two levers being pivotally mounted upon a support 41, as

' shown at 42. The opposite end of the brake hand is pivotally connected with the lever 40, as shown at 43. A retractile coil spring 44 is connected with one end of the lever 38, and normally serves to swing the levers 38 y and 40 in one direction to cause the brake bandto clamp or lock the drum 33 against rotatlon in one direction for cranking the engine. A link. 45 connects one end of the lever 40 with a pivoted bell-crank lever 46 (see Figs. 1 and 4), which is swung by 3.

rigid rod 47, pivotally connected therewith. Itis thus seen that when the rod 47 is moved forwardly, the levers 38 and 40 will be swung in opposition to the spring 44 to slacken the brake band 37, whereby the drum 33 will be allowed to spin to crank the engine. The disk 34 of the drum 33 is provided with pinion teeth 48, which engage apinion 49,preferably formed integral with a. screw-threaded sleeve 50. which is free to rotate upon the longitudinal shaft 12 but cannot partake of perceptible longitudinal movement with relation to the same. The screw-threaded sleeve 50 extends into the housing 19 and is engaged therein by a nut- 51 having a screw-threaded opening to receive the same. The nut 51 is provided with preferably diametrically arranged keys or ribs 52, which are slidably mounted within grooves 53 formed in the housing 19. It is thus seen that'the nut 51 is splined within the housing 19 so that the same is rotatablewith the housing and is also capableof moving longitudinally therein. This nut engages a coil spring 54, which in turn engages a ring 55, which is rigidly connected with one end of the housing 19. lVhen the nut 51 moves into engagement with the spring 54 and sufliciently compresses the same, the housing 19 and sleeve 16 are moved longitudinally to the left todisengagc clutch elements 14 and 15. Attention is called to the fact that when the housing 19 is rotated it turns the nut 50 to cause the same to travel into engagement with the spring 54 while when pinion 49 turns the'screw 50, suclf screw will cause the nut 51 to travel in a reverse direction.

The disk 34 carries a tubular hub 56, which is journaled within a transverse bearing 57. Surrounding the tubular hub 56 is a spring motor including a suitably stiti' coil spring 58, having its inner end rigidly connected with the hub 56 by a bolt 59 or the like. The outer end of this coil spring is attached to an annular flange 60 of a rotatable drum 61 by means of a bolt 62 or the like. One side of the drum 61 is closed by a disk 63, which is rigidly connected with the flange 60'by bolts; The drum 63 is provided with pinion teeth 65, which engage a pinion 66 rigidly connected with the forward end of the longitudinal shaft 12. The shaft 12,

when rotated, drives the pinion 66 which in turn rotates the drum 63 to wind upt-he spring 58.

The numeral 67 designates a brake band surrounding the flange 60 and allowing the drum 66 to be rotated in the direction to wind up the spring but to always prevent this drum from rotating in a reverse direction. One end of the brake band 67 (see Fig.

2) is pivot-ally connected with a lever 68, 1

as. S wn M; 6 and" the opposite end of this brake is pivotally connectedwith the lever 68. as shown at 70. The lever 68 is pivotally mounted upon a fixed support-71 and the same has connection 'with'a retractile coil spring 7 2. which normally holds the lever 68 in a position to cause "brakeband I 67 to trictionally engage the. flange 60 for positively preventing he drum 68 from rotating in a direction to allow the spring 58 to unwind.

The numeral 73 (see more particularly Fig. 3) designates a transverse rock-shaft .having its ends journaled through stationary bearings 74. This rock-shaft has a forked crank arm 75 rigidly connected therewith, which extends upwardly to have operative connection with the trunnions 23.

A crank arm 76 is also rigidly connected with the rock-shaft 73 and has connection with a compression spring 77, which serves to hold the rock-shaft in either of its positions, when moved thereto.

The numeral 78 designates a lever which is mounted upon the rock-shaft 73 to swing with relation to the same. Pivotally connected with the lever 78 is a pawl 79 engaging a compression spring-'80 which normally serves to force the forward end 81 of this pawl downwardly. A stationary trip 82 is disposed in the path of travel of the rear swing the pawl 83 forwardly when it is released by the pawl 79.

The rod 47 is pivotally connected with the upper end of the lever 78, as shown at 86 and this rod extends rearwardly past the lever 78 for pivotalconnection'witha treadle 87 as shown at 88. n

The operation of the device is as follows: Assuming that the engine is at rest and the spring 58 wound up, the operator presses the pedal 87 forwardly. whereby rod 47 will move forwardly to swing levers 3S and 40 in a direction to slacken brake band ,37. The disk 34: will now rotate and the same being connected or locked with the disk 24 through the balls 27. which engage the annular shoulder 30, said disk 24 will spin the shaft 4 for cranking the engine. \Vhen the clutch elements 14 and 15 are disconnected. as shown in Fig. 5. the crank arm '75 will occupy the positionshown in Fig. 3. After the engine is cranked the pedal 87 is released and allowed to return to its normalposition whereby brake-band 37 will prevent the further turning of the disk 3'1 in a direction to crank the engine. When the pedal 87 thus moves rea rwardly. the rod 47 is moved rearwardly to swing the lever 78 in the same direction. The pawl 79 engages the pawl83 and turns the rock-shaft to bring then-rank arm- 75' into the position shown in dotted lines. subsequently to which the stationary trip will move the pawl T9 so that saidpawl will disengage the pawl 8-3. The spring 77'serves to hold the crank arm 75 in either-of its operative positions. \Vhen:

the crank arm 75 is thus moved to its lower position, the sleeve 17 is moved rearwardly to bring the clutch elements 1% and 15 into frictional engagement. \Vhen the disk 34: is rotating to crank the engine the pinion teeth 48 rotate the pinion 49 in a direct-ion to cause the nut '51 to travel to the right to release -the tension on the spring 54. The spring 77 will now be under sutticienttension to over come the reduced tension 0 the spring 54.

whereby said Spring 77 will retain the rock- 'shaft 73 in the position now occupied The cone. 15 now engages the (one element 14.

whereby the shaft=12 is rotated. the sleeve 16 of course rotating with it. The pinion 66 will now turn 'the disk to wind up the spring 58. The not 51 is now being rotated by the sleeve 19 and is compressing the coil spring 53. By the time this coil spring 58 is suiiicientlynvound up. the spring 54 1S placed under suliiciently high tension to overcome the tension of the spring 77,

wherebv the elements 14 and 15 are autoanatically disconnected by the longitudinal movement of the sleeve 16 to the left.' The device is again operated for cranking the engine by pressing on the pedal 87.

It is to be understood that the form of my invention herewith shown and described is to be taken-as a preferred example of the sameand that certain changes in the shape.

size, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim 1. In 'a device of the character described, a crank shaft of an engine, a bodily rotatable element associated with the crank shaft. clutch mechanism between the bodily rotatable element and the crank shaft. brake mechanism to control the rotation of the element in one direction. manually operated means to operate the brake mechanism. a motor to tum-therotatable element. connecting means between the motor and the crank shaft. and means operated by and upon the return of the manually operated meirns'to itsnormal position after the same has actuated brake mechanism, to render the connecting means operative, whereby said motor will be driven by the .crank shaft. Y

2. In adevice of the character described the combination with the crank shaft of an I internal-combustion engine, of'a bodily rotatable element associated with the crank shaft, clutch mechanism between the bodily rotatable element andthe crank shaft, means to normally prevent'tlie rotation of said element in one direction, manually operated mechanism to actuate said means, a spring motor to turn the rotatable element 'normotor-Will be driven by the crank shaft, and

automatic means to again render the connecting means inoperative after the spring.

motor.;.is sufficiently wound up.

3. The-combination with a crank shaft of an engine, of a plurality of rotatable drums, means to control the rotation of the drums,.'a spring mounted within one drum and connected with the other drum, clutch mechanism mounted in said'other drum and serving to connect the same with the crank shaft, a rotatable shaft, a gear connected therewith to drive the drum containing the spring, a second gear driven by the other drum and connected with a screw-threaded sleeve which is rotatable upon said rotatable shaft, a sleeve and housing splined upon the rotatable shaft, a nut engaging the screwthreaded sleeve and. splined within the hous-' ing to be rotated thereby in one direction to cause said housing to move longitudinally. in one direction, a driving sleeve rotatable upon said shaft and driven by the crank shaft, clutch mechanism interposed between the slec ve carrying the housing and the driv-v ing sleeve,iandmeans to move the housing sleeve in one direction to render the last named clutch mechanism operative.

4. Ina device of the character described,

the combination with the crank shaft of an engine, of a plurality of rotatable drums, separatefmeans to control the rotation of "said drums, clutch mechanism between one drum and the crank shaft, a spring connected with both drums, driving connecting means connected with the crank shaft and including a gear which engages one drum, means to render such connecting means operative, and means to render said connecting-means inoperative, including a gear engaging the other drum.

. 5. ma device of thecharacter described,

' the combination with the crank shaft of an engine, of spring and operating drums, clutch mechanism between the operating drum and the crank shaft, a spring mount-- ed inthe spring drum and connected therewith and with the operating drum, means to prevent the rotation of the spring drum in onedirection, a device to normally prevent the rotation of the operating drum in one direction, manually actuated means to operate said device, normally inoperative driving connecting means between the crank shaft and the spring drum including an element; which is shifted by the manually actuated means upon its return movement, to render the connecting means operative, and means driven by the operating drum to render said driving connecting means inoperative.

6. In a device of the character described, the combination with the crank shaft of an engine, of spring and operating drums provided with pinion teeth, a spring connected with both drums, means to normall prevent the rotation of the spring drum in one direction, a device to normally prevent the rotation of the operating drum in one direction, normally inoperative driving connecting means between the crank shaft and the spring drum pinion, manually operated means to operate the device which controls the rotation of the operating drum, means operated upon the return movement of the manuallyoperated means to render said' driving connecting means operative, and means operated by the operating drum pin- ,ion to again render the driving connecting means inoperative.

7. In a device of the character described, the combination with. the crank shaft of an engine, of spring and operating drums, a spring conncctedwith' both drums, means to' normally prevent the rotation of the spring drum in one direction, a device to normally prevent the rotation of the operating drum in one direction, gears assoeiated with said drums, clutch mechanisln forming normally inoperative driving connecting means between the crank shaft and the spring drum gear including a longitudinally movable sleeve, manually operated means to operate the device which controls the rotation of the operating-drum, means operated upon the return movement ofthe manually operated means to move the longitudinally movable sleeve, a block provided with a screw-threaded opening and splined within the sleeve, a spring mounted in the sleeve to oppose the movement of the block in one. direction, and a screw-threaded element connected with the operating drum gear and passing through said block.

8. The combination with a crankshaft of ;an engine, of a plurality of rotatable drums,

- a spring mountedin one drum andconnectand, means operated by the crank shaft of ee-eyes? 5;

rounding the spring holding drum to perto Wind up the spring, and automatic means mit of its rotation in one direction only, to stop the operation of said means when clutch mechanism mounted within the other 3 the spring is sufficiently wound up.

5 drum to connect the same with the crank f In Witness whei'eof, I afix my signature l5 shaft onlyvwhen said other Ciruin is rotated in the'presence of two witnesses. in one direction, a brake bend to normaliy 1 OLIVE-RT. ESAACSGN.

ed with the other drum, a brake band surthe engine's-o turn the spring holding drum I prevent the rotation of said other drum in one direction, means to siacken the brake Witnesses:

W. A. SCHNEIDER, EDITH A. Henson.

Copies ei this patent may be obtained for five cents each, by addressing the Commissioner of Eatents,

- Washington, I G.

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